Running board



' 1943;; c. B. ALQQRD 2,326,600

RUNNING BOARD Filed May 1, 1942 4 Sheets-Sheet 1 C, B. ALV D vRUNNIN ARD Filed lay 1942 I. H I:

II II 4 Sheets-s 2 4 Sh eeNs-Sheet III llll. I ll. -L n Aug. 10, 1943; c, ALVQRD 4 RUNNING BOARD Filed May 1, 1942 Aug. 10, 1943. c B. ALVORD RUNNING BOARD Filed Ma 1 1942 4 Sheets-Sheet 4 Patented Aug. 10, 1943 UNITED ,STATES PATENT OFFICE RUNNING BOARD Charles B. Alvord, Marquette, Micln, assignor to United States Gypsum Company, Chicago, 11]., a corporation of Illinois Application May 1, 1942. Serial No. 441,263

8 Claims.

This invention relates to catwalks. running boards, and the like, and particularly to expanded metal running boards for use atop the usual railway freight cars.

The present invention provides an expanded metal running board having upstanding calklike projections or spurs of 'sufiicient strength and rigidity and so distributed that they will support all usual loads imposed by persons walking on the running board and will constitute the normal tread surface in all cases, rather than having such surface provided by the usual expanded metal meshwork edges. This results in a running board tread which is completely antiskid in all directions, as the weight of the user is'concentrated upon the projecting ends of a considerable number of load-supporting spurs, which spurs are pressed into the sole of the shoe with each step and each spur is engaged on all sides by the material of the sole in snug contact therewith. Y

It is an object of thepresent invention to provide a novel method of combining a tread of this nature with a reinforcing framework whereby a maximum bond between the two is achieved.

It is also an object to provide a running board structure of the character described which may be made up of integral sections, each section being provided with new and novel anchoring or hold-down means. The individual sections may be installed on a freight car or removed therefrom with a minimum amount of labor.

In the usual metal running board constructions, it is often necessary to ream, drift, or otherwise .align the anchoringbolt holes during installation of the device. The present invention entirely obviates such expedients or reduces such operations to a minimum and thereby enables the installation or removal of the running board with a minimum amount of labor and the use of a minimum number of tools.

Another object is to provide an expanded metal running board having all of'the anti-skid and load-supporting characteristics disclosed herein, and so designed that the entire calls-like or spur tread may be formed during the usual process of forming expanded metal and without any extra operations.

Further objects will be apparent froma consideration of the ensuing specification and the appended claims in connection with the accompanying drawings, in which:

Figure 1 is a top plan view of a freight car having longitudinal and latitudinal running boards assembled thereon, and illustrates one embodiment of the invention; v

Fig. 2 is a detail sectional view on a less reduced scale, through a portion of the embodiment shown in Fig. 1 and is taken on a line substantially corresponding to line 2-2 thereof;

Fig. 3 is a somewhat diagrammatic perspective view, partly in section of a portion of the embodiment shown in Fig. 1 including a latitudinal running board, the foreground section being taken on a line substantially corresponding to line 3-3 of Fig. 1;

Fig. 4 is a somewhat diagrammatic perspective view of one of the longitudinal running board sections before being installed on the car roof;

Fig. 5 is a perspective view of .one of the one of the running board sections, and illustrates one embodiment of the expanded metal and support therefor adapted to provide a loadsupporting calk-like anti-skid tread;

Fig. 8 is'a transverse sectional view through the-embodiment shown in Fig. '7, but on a somewhat smaller scale, and is taken on a line substantially corresponding to line 8-8 thereof;

Fig. 9 is a longitudinal section taken on adine substantially corresponding to line 99 of Fig. 7, on about the same scale as Fig. 8;

Fig. 10 is a fragmentary plan view of a blank from which the expanded metal may be formed, and illustrates indotted lines a mode of slitting the blank whereby upon expansion thereof the desired tread will be produced;

Fig. 11 is a detail perspective view illustrating the mounting of the running-board sections upon saddle means, a portion of the car roof being shown in section;

Fig. 12 is a perspective exploded view, on a less reduced scale. of the mounting assembly shown in Fig. 11;

Fig. 13 is a perspective view of one end of a grab iron and mounting means therefor;

Fig. 14 is a sectional view taken on a line substantially corresponding to line l4-l4 of Fig. 13;

Fig. 15 is a fragmentary perspective view on a scale still larger than that of Fig. 12, showing anchor plate secured to an end of one of the reinforcing bars.

Referring to the drawings in detail, the embodiment illustrated comprises the usual railway freight car roof I, having spaced transversely extending carlines 2 and a central longitudinally extending running board 3, which latter may be mounted upon suitable supports or saddles 4 (Fig. 2) secured to or forming a part of the carlines. The central longitudinal running board comprises intermediate sections 5 and opposed end sections 6. Latitudinal running board extensions 1 and 8 are oppositely disposed" at opposite ends of the freight car roof.

Each of the sections comprises a unitary welded structure which may be independently installed or removed from the freight car roof by fastening means hereinafter described. Each section includes a plurality of spaced longitudinal bars including intermediate bars 9 and edge bars I 0, all of which are welded at each end to transversely disposed cross members II, as shown in Fig. 4, to form an integral frame. The edge bars l0 may be of increased depth, as illustrated, to provide greater rigidity. A reticulated requirements of the particular installation at hand.

The anchor plates it are each provided with I an aperture which may be substantially in the shape of a keyhole, as shown, and which aperture includes an enlarged opening l9 and a narrow slot 20 extending therefrom. The enlarged opening is is of a diameter sufficient to freely admit the head of a hold-down bolt 2|. This bolt 2| is preferably of the carriage bolt type and has a threaded shank 22 provided with a squared portion 23 adjacent the enlarged head 24. After insertion of the bolt head 24 through the enlarged opening l9, the bolt may be bodily moved so that the squared portion 23 is received in nonrotatable engagement in the narrow slot 20. This permits insertion of the section, fasmesh l2 of expanded metal or the like is securely welded to the frame by pressure-welding so that the contacting parts merge into each other and become an integral structure. With 1 this construction, each of the sections and its associated tread surface form an integral unit.

The running board sections 5 and 6 are secured to the common supporting saddles 4, as shown in Fig. 2, where the details of the overhanging end sections 6 of the running board are also illustrated. In this view, the saddle 4 is shown formed of a single piece of heavy sheet metal folded to form a support of T-sha'ped cross section. This support extends transversely of the car and may be secured to, or be an integral part of, the usual transverse carline 2 of a steel freight car roof. The saddle 4 comprises a fiat upper bearing surface l3 having suitable bolt holes I4 therein and a depending web IS, the latter being secured to one of the carlines 2 in any suitable manner. The adjacent ends of the adjoining running board sections are shown resting upon the upper surface I3 of the saddle '4, to which they are secured by the anchoring means now to be described.

As shown in Fig. 4, the running board sections are each provided with anchoring or securing plates 16, shown in detail in Figs. 12 and 16, which plates are welded or otherwise securely affixed to the edge bars In, one adjacent each end thereof to form inturned flanges. With edge bars of increased depth and of the character shown, each edge bar is cut away at I! adjacent each end thereof to accommodate the anchor ing plate IS without increasing the overall height of the running board over the depth of the intermediate bars 9.

It will be noted that the cut-away surface of the edge bar It is flat and contacts the upper surface of the anchor plate It. This anchor plate is welded to the bar l0 and the welding operation provides a welding fillet [8, as shown, so that the welding may be accomplished from the outside of the section after it is'fabricated. With this method of securing the anchor plates in place, such plates may be ailixed as a final operation on a section so that a large number of sections may be made up in advance and anchor plates applied to the sections to meet the tening hold-down bolts 2| from below the section and is of particular importance where the tread surface employed is of such a character that such bolts may not be inserted through the reticulations thereof.

In installing the sections, the anchor bolt is first properly inserted in the anchor plate It from below and moved into nonrotatable engagement with the narrow slot 20, the section is then bodily lowered over the supporting saddle 4, so as to rest upon the upper surface I! thereof, the anchor bolts 2| extending through the holes l4 in the saddle'and being secured from below by means of a fastening nut 25 or the like. This fastening nut 25 may be of the selflocking type well known in the art.

The above-described method of providing each section with anchor plates which may be installed after the tread surface is welded in place and which anchor plates will accommodate a hold-down bolt inserted from below is a distinct advantage in the selective installation and replacement of freight car running board sections. Anchor plates having keyhole slots oppositely disposed, as shown, enable alignment of the sections without reaming or drifting of the holes in the sections or in the supporting saddles and serve to retain the section in place, even though the fastening bolts may become somewhat loosened.

The overhanging end sections 6 at each end of the longitudinal running board overhang the adjacent end of the freight car and are provided with means including additional inturned anchor plates 26 to engage suitable brackets 21 or the like, which latter may be employed to strengthen the overhanging portion. An addi-.

tional bracket 28 engages the anchor plates It at the outer end of the section.

The end sections are also provided with means for securing thereto the inner end of the latitudinally disposed running board sections 8. As shown in Fig. 3, these latitudinal running board sections are constructed in substantially the same manner as the longitudinal sections 5 and 6, previously discussed, and are provided at each corner with inturned anchoring flanges [6. These latitudinal sections are preferably somewhat wider than the longitudinal sections.

In securing a latitudinal section to the car roof, the outer end may be mounted upon angle brackets 29 which brackets are secured to the freight car with the free arms 30 directed inwardly-at an angle preferably corresponding substantially to the angle of the car roof. Each of the brackets 29 is provided with an elongated slot 3| through whichan anchor bolt may be inserted after having been first positioned in an inturned anchor plate of the section in the manner hereinbefore described.

The longitudinal sections 6 to which the latitudinal sections are connected are provided with short transverse bars 32 welded to the reinforcing bars. These short transverse bars 32 may be angularly disposed to conform with the angle at which the latitudinal sections are mounted and are provided with keyhole slots 33. The keyhole slots of these short transverse bars 32 function in the same manner as the previously described anchoring slots, l9--2ll. The edge bars of the latitudinal sections are provided with inturned anchor flanges IS in the same manner as the longitudinal sections in order to engage, with connecting means comprising a link member 34, also shown in Fig. 6. The link is provided with bolt holes 35 through which bolts similar to those previously described may be inserted to secure the sections together.

With the construction herein described, 'the entire running board is suitably spaced from the car roof so as to permit adequate drainage through the running board, and yet the overall height thereof is not substantially increased over the height of the usual wooden running board heretofore commonly employed. This is an important feature, as it is essential that a maxition is manufactured, it is desirable that the guillotine method be employed.

Thick expanded metal formed as described to provide a load-supporting calk-like tread is particularly effective when combined with running board sections and provides a firm anti-skid tread in rain, snow, sleet, and other conditions which impose rigorous demands thereon. It provides a walkway which is normally self-cleaning mum overhead clearance be maintained in aocordance with standard requirements.

Grab irons 35 are provided on the latitudinal sections, as shown in Figs. 13 and 14, and these grab irons are constructed as an integral part of the expanded metal running board.

The grab irons may bepositioned at any required location on the expanded metal and comprise heavy upper and lower plates 31 and 38, respectively, which plates are welded to the reticulated expanded metal as shown.

The plates 31 and 38 are provided with aligned holes 39 and 40, respectively, adapted to receive the downturned end of a grab iron 36. This grab iron end extends preferably between the bonds of the expanded metal and is welded .to the plates as shown at 4 I.

The lower plate 38 is of sufllcient size to contact with and be welded to a plurality of bonds of the expanded metal, and the upper plate is preferably of suflicient size to be welded to the projections, and, if desired, a portion of the uppersurface of the ,two immediately adjacent bonds. The projections enable an even more effective weld because the electrical current is concentrated at these projections and they are completely fused with the material of the plate.

In Figs. '7, 8 and 9 is shown the reticulated material which is applied to the running board sections of the present invention to provide a non-skid runningboard surface. It comprises ex-.

panded metal having alternate bonds 42 and strands 43. As shown, the bonds of this expanded metal are elongated and each bond is provided with integral load-supporting calk-like spurs 44 extending from the upper edgethereof and lying in the plane of the bond. These spurs 44 are formed as integral portions of the respective bonds during the slitting and expanding operation by which the expanded metal is formed. This method offorming the spurs provides enlarged notches 45 in the lower edge of the adjacent bond, and the large size of these notches is advantageously employed to accommodate therein the upper edge of the side bars of the sections during the welding process, as will later be described.

and upon which ice and snow will not easily accumulate. Also, if such accumulations do form, they are easily broken loose and forced therethrough by the foot of the user. The anti-skid surface thus provided will withstand any hard usage, wear, and tear or weather conditions incident to railway freight car running boards and the like.

The expanded metal is preferably securely welded to the spaced parallel edge and intermediate bars. The intermediate bars contact the 1101165 42 at 48 intermediate the notches 45 therein, and are pressure welded to the bonds, during which welding operation, the bond and the bar are softened and caused to merge into each other to form an integral structure. The intermediate parallel bars are thus welded to spaced rows oi bonds, being preferably securely welded at each point of contact.

In securing the edges of the expanded metal to the spaced parallel side bars of the frame, it is desirable to insure that each outwardly projecting bond portion is securely tacked in place and kept from working loose and projecting upwardly to trip persons using the running board. For this reason, the bonds adjacent the edge of the expanded metal are severed between the notches and immediately adjacent the inner notch of the bond. A continuous row of such inner notches is then placed over the side bar III with the bar resting in the notch, and the bond is then securely welded thereto by a weld 49.

In the welding operation, a heavy electric current is passed through the parts which are brought together under a great pressure and so held until the weld is achieved. It will be clear that the bonds which engage the intermediate bars'9 can withstand a greater welding pressure than can those bonds which are immediately adrequired to force the bar the same distance into the bond is therefore substantially less. Furthermore, such notches provide recesses into which the edge bars may be inserted and which recesses prevent the parts from lipping out of aligned relationship during the application of the welding pressure.

While only certain specific embodiments of the invention have been shown and described herein, it willbe understood by those skilled in the art that various changes and modifications may be extending inwardly from the. side bars and within the normal thickness of said frame, said flanges having keyhole slots or the like therein to receive the heads of mounting bolts therethrough fromthe open side of said frame, said slots being of a contour to prevent turning of said bolts therein.

2. In a sectional all metal running board for railway cars, a shallow rectangular frame comprising spacedlongitudinal bars and .transverse end bars, a sheet of expanded metal having bonds and strands, said sheet being welded to one face of said frame and having the bonds thereof notched on one edge to provide longitudinal rows ing continuous series of notches disposed in a of notches, the top edges of at least some of said bars being pressure-welded into corresponding rows of notches.

3. In a sectional all metal running-board for railway cars, a shallow rectangular frame comprising spaced longitudinal bars and transverse end bars, a sheet of expanded metal having bonds and strands, said sheet being welded to one face of said frame and having the bonds notched to provide a row of notches along each longitudinal margin of said sheet, each side bar of said frame being welded into a corresponding marginal row of notches.

4. In a nonskid reticulated metal running board comprising an expanded metal sheet having strands and bonds with anti-skid projections on the bonds, which projections are formed out of the adjoining edges of adjacent bonds so as to leave notches in said adjoining bonds, the combination therewith of a reinforcing and supporting frame comprising spaced parallel flat bars disposed on edge, said expanded metal sheet being secured to one face of said frame, some of said bars being each disposed in a continuous row of said notches and intimately welded to said bonds.

5. A running board section for all steel reticulated running boards comprising a frame formed of a plurality of spaced longitudinally extending relatively narrow flat bars disposed on edge and interconnected at each end by transverse bars to form a rectangular framework, a reticulated tread surface mounted upon and secured to the upper edges of said bars to form a relatively thin running board section, the outer longitudinally extending bars of each section having inturned flange portions adjacent each end and within the cross sectional contour of said section, each of said inturned flange portions having a keyhole-shaped opening therein including a narrow lotted portion and an enlarged cirstraight line along the bottom edges of adjoining bonds, said expanded metal being secured to a reinforcing frame, said-frame being formed of a plurality of spaced parallel longitudinal reinforcing bars disposed on edge and welded to said expanded metal, the intermediate parallel bars of said reinforcing frame being integrally welded into the lower edges of a continuous series of said bonds, and the spaced outer parallel members of said reinforcing frame being disposed in a continuous straight line series of notches adjacent the edge of said expanded metal and welded therein.

7. A running board having a reticulated antiskid metal tread comprising a slitted and expanded metal sheet with projections on the bonds thereof and complementary notches in the bonds opposite said projections, said projections lying in the plane of the bond, and a reinforcing framework for said tread, said frameworkcom-prising a plurality of spaced bars of greater depth than width disposed on edge, some of said bars being each fitted into a continuous series of notches in said bonds and integrally welded therein and thereby reinforcing said metal sheet.

8. Fastening means for securing the end of a latitudinal running board section to an intermediate portion of a longitudinal section, each of said sections comprising a plurality of spaced longitudinal flat and relatively narrow spaced bars connected at each end by transverse 'bars to form a rectangular frame, a sheet of reticulated metal welded to one face of each frame to form a relatively thin running board section, the outer longitudinal bars of the latitudinal section having inturned flanges adjacent one end thereof and substantially flush with the undersurface of said frame, a pair of short spaced transverse bars welded in an angular position between the .two outer longitudinal bars of said longitudinal section with one end of each short bar substantially flush with the bottom surface of the associated section so that said bars and said flanges are in substantially the same plane when said sections are in assembled relation, said flanges and said bars each having keyhole slots therein so that depending bolts may be inserted in said slots from the underside of said sections with the heads of said bolts between the flanges and short bars and the tread surfaces of the respective sections, and link members apertured at each end to receive the depending ends of said bolts to securely clamp said sections together.

CHARLES B. ALVORD. 

